Gearing for horseless carriages.



U .0 m 97, n a I. .d B t n ,B a P V A D P Fm BEARING FOR HORSEL E SS EARRIAGES.

' (Application filed Aug. 24, 1899.)

s Sheets-Sheet l.

(No Model.)

Patented .Ian. 9, I900. v

No. 64l,204.

EQP. GRAY. GEARING FOB HORSELESS CARRIAGES.

(Application filed Aug. 24, 1899.) (No Model.) 6 sheats-vsheet 2 No. 641,204. Pa'tented Jan. 9, new.

E. P. GRAYQ GEARINGTOR HORSELESS CARRIAGES.

(Application filed Aug. 24, 1899.) (No Model.) 6 Sheets-Shela!- 3.

I r :11 l Z I Z o o gigul I No. 6 1L204.

Patented Ian. 9, I900. E. P. GRAY.

GEARING FDR HORSELESS GARRIAGES.

. (Application filed Aug. 24, 1899.) (No Model.)

6 Sheets-Sheet 4,

v No. 64l,204. Patented Ian. 9, 1900.

E. P. GRAY.

HEARINGv FOR HORSELESS CARRIAGES.

(Application filed Aug. 24, 1899.)

(No Model.) 6 Sheets-Sheet 5-.

Patented lan. 9, @900.

1 E. P. GRAY.- BEARING FOB HOBS ELESS GARRIAEES.

. (Application 51ea'Au 24, 1899.) q I 7 (No Model.) 6 Sheets-Shut 6.

'rarrzs Aren't Y EMME'I 1*. min, on LlNCiNNATI OHIO, ASSIGNOR F ClWO-Ti-IIRDS 'iU cesnine roe sense ess meanness.

SPECIFICATION. terming part of Letters Patent No. 64i1,204,dated January 9, 1900.

Application filed August 24] 1899. Serial Fe. 728,288. (No model.

To all whom it may concern.- Be it known that I, EMMET P. GRAY, a citizen-of the United States, residing at Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improveinentsin Gearing for 11011801688 Carriages, of which the'following is a full, clear,

' and exact description, reference being had to the accompanying drav ings, forming part of this specification.

My invention relates to that class of vehicles known as horseless carriages, an tomobiles, or,rin short, any vehicle which is supplied with a self-contained motor for 0perating .it, whether electrically operated or operated by gas, gasolene, steam, or compressed air.

i It has'for its object the improved constrnction of the driving and guiding mechanism, as well as the improved construction of the vehicle throughout, whereby its strength lightness of construction, and efiiciency of ac tion are greatly increased.

In the accompanying drawings, Sheet 1, is a central sectional side elevation of so much of the vehicle as is necessary to illustrate certain parts of myinvention. Fig. 2, Sheet 1, is an enlarged sectional side elevation of the coupling between the reach and Figure 1,

front axle with associated parts. Fig. 3, Sheet detail plan view of the con-- 1, is an enlarged neetion between the steering-arm and frontwheel-gniding rod. Fig. 4, Sheet 2, is a front elevation of the forward axle,wheels,andtheir connections with the steering-arm omitted. Fig. 5, Sheet 2, is anenlarged sectional rear elevation of the wheel and axle connections of the right-hand wheel o Fi Sheet 2, is an enlarged detail view of the end of the steering-rod in juxtaposition to its attachment to Fig. 5.- Fig. 7, Sheet 2, is a side elevationof the lower part of the bell-crank mechanism of Fig. 5, showing the steering-rod connected. Fig. 8, Sheet 2, is a plan view of Fig. 7. Fig. 9, vation, looking and wheel connections. plan view of therunning some of the parts being broken and'others being omitted for clearness of illustration. Fig. 11, Sheet 4, is an enlarged central secg4. Fig. 6,

Sheet 2, is a sectional end eleto the left of Fig. 4, of the axle P Fig. 10, Sheet 3, is a and driving gear,

gear and its associated mechanism. 1.2,

dotted line .1; a: of Fig. 11 looking to the right with the dusoproof and oil casing removed. Fig-13, Sheet 4, is a detail central sectional elevation of the outer bear-ingot the rear axle, showing the manner ofconnccting the spring and brace-rods. Fig. 14., Sheet 4, is a diminished end elevation of Fig. 13 looking to the right. Fig. 15, Sheet 5, is a sectional trans verse elevation of the drivingand clutch operating mechanisms and their associated parts. Fig. 16, Sheet 5, is a side elevation, partly in section, of one of the clutch mechanisms on the dotted line 1 y of Fig. 15 looking to the right. Fig. 17, Sheet- 5, is a detail elevation of the driving-sprocket of Fig. 10.- Fig. 18, Sheet 5, is a diminished side elevation on the line 2 .2 of'Fig. 15 looking to the-left. Fig. 19, Sheet 5, is a sectional detail of one of the toggle-arm joints and connections. Fig. 20, Sheet 6, is an enlarged sectional detail in elevation of the combined clutch-shifting and motor-regulating mechanisms. Fig. 21, Sheet 6, is a planview of l"ig. 20 on the dotted line 1 1. Fig. 22, locking-plate on the dotted line 2 2 of Fig. 20. Fig. 23, Sheet (3, is a central sectional elcvation of the Notch-shifting and motor-regulatinglever. Hg. 24, Sheet 6, is aplan view on the dotted line 2 2 of Fig. 20 looking upward. Fig. 25 is a diminished diagrammatic plan of the clutch operating and controlling mechanism. an end view of Fig. 26, Sheet 6, is

Fig. 25 looking to the right.

The same letters are used to indicate identical parts in all the figures.

I will first describe the novel features of the framework of my improved gearing, reference being had to Figs. 1, 2, 3, 4, 5, (3, 7, 8,. 9, 10, 13, and 14. inclusive, there is a front axle composed of an upper curved tubular bar A and beneath. this a straight. tubular bar B. lioth of these. bars have their ends secured to a vertical. socket-piece (3, Fig. 5, in which is jonrnaled thevertical member 1) of arbe1l-cranli:, having a rearwardiy extension E and an outwardly-extendingstub-spindle F. The stubspindle F has a collar a with a recess on its Sheet 4, is a. diminished side elevation on the Sheet 6, is a plan view of the slotted tional elevation of thediiferential driving- As seen in Figs. 4 to 10,.

out. to receiye the ballad, held in place by tne cup 0 f the hub of the wheel G, which preferably h: a rubber or puou matic tire, as in vehicles of the class de scribed. The upper spindle ot' the bclLcraInk h as a beari n througha hemispherical washer d, confined-in a recess. in the socket C and having its her-wing against a steel lining e in said oearing. its upper end passes through a similar hemispherical washer f'iu a lined recess in the upper end. of the pocket'and is held in place by a nut upon the upper threaded end of the spindle. By this means not only is the spindle given an easy bearing upon its auis, but it is rendered" easy of lubrication and all wear can be easily taken up. The rear ends of the members )3 have pivoted to them, as ath, the eniflsof a steering- :rod H in rearolar'ld parallel with the axis, e construction of the parts so far described 0 in; such. that by moving the rod ll longitudi'ually both spindles D are simultaneously turned on their axes, and both stub-spindles F are thereby simultaneously thrown through the are of a circlb to change the angle of the wheels G relatively to the ground, and thereby steer the vehicle to the right or left.

burrcunding the tubular portions A B of the forward axle is a block I, Figs. 1, 2, and 4-, carrying the forward bolster .7, whose lower forked end straddles and embraces the block l and is jourualed upon bosses upon the front rear sides oi the block 1, as seen in Figs. 1 2, and to which holster elliptical springs K for supportingithe front portion of the body of the vehicle are secured. This block I also affords a bearing for the forward ends of the porch L, which is soclreted into it and held by a setwscrew i, and also for aforked perforated braclcctj, in which the lower end of the steering arm M is journaled, and which bracket is pivoted to the block I by a set-screw k to perunit the turning of the bracket should one of the wheels G be raised higher than the other, as in passing an obstruction. The lower end of the steering-arm'hl is extended rearwardly and is slotted, so as to embrace the steeringrod H, Fig. 3, between two coiled springs Zon the rod H, and whose ends are engaged by collars m, fast on the rod H, and washers it against the slotted sides of the rear end of the arm M, so as to form a yielding connection between the arm M and the rod The up per end of the steering-arm M passes up over the dash (indicated at N) and is thence curved backward in reach of the person on the seat controlling the st'ecringof the vehicle, as seen in Fig. 1. if desired, this rcarwardly-curved part of the steeringerrn may-be pivoted to the vertical part journeled in front of the dash.

As seen in Fig. 10, brace-rods O extend rearwardiy from the socket-pieces Q to the perch L, to both of which members they may be united in any suitable or convenient manner.

I will now describe the construction of the rear axle, its shaft, and means of connection to the running-gear and body or" vehicle.

serene I employ a two-parthousing P, Figs. 10 and 11, connected to the opposite sides of which by being screwed therein, if desired, as seen in Fig. 11, are the inner ends of a two-part tubular shaft Q, whose outer ends have upon them, as seen in Figs. 13 and 14, flaring bearlug-caps lfiwithsocketed upper sides to receive the helical springs S, which receive and support the rear part of the body of the vehicle and whose lower ends are recessed. to receive the rear ends of brace-rods T, which extend diagonally forward and are connected in any suitable manner to the perch L. As seen in Fig. 1.0, the perch L from a point just in rear of the brace-rods O to its connection with the housing P is in two separated parts, with a space between them, for a purpose to be hereinafter explained. Through the tubular shaft Q and housing P extends the axle U for the rear wheels V. This axle has ball-bean ing collars O',ll1 the caps R and ball-bearing eollarsp in the hubs of the housing P, whereby the shaft U is held in sure alin'ement with the shafts Q and the least amount of friction is produced. The wheels V are secured in the usual or any suitable manner upon the outer projecting ends of the shaft U. I have thus described the runningear, framework, and guiding mechanism of a vehicle embodying. my in veution, the body being omitted, as its form may be varied and as it constitutes no part of my present invention.

I will now proceed to describe the driving mechanism for the vehicle thus embodying myinvention.

Referring to Figs. 11 and 12, it will be seen that the shaft U at the middle of the houslog P is in two parts, with its abutting ends interengaged, so as not to prevent independent rotation, but so as to prevent an endwisb movement. to the two adjacent ends of the shaft U are the two larger members W of a differential gearing, and between these members and loose on the shaft U is a. large sprocket-wheel Y, having openings through it at which are brackets q, in which are journaledin'this instance four beveled gears r, meshing with both of the larger gears W. A casing s, snugly surrounding the hubs of the gears W, with interposed washers t, is bolted to the sprocket Y just outside of the smaller beveled gears 7' and serves to form a. surrounding chamber to the gears (V r to be constantly filled with oil inserted through any convenient capped orifice and to exclude dust.

As seen in Figs. 1 and 10, adrive-chuin A passes through openings in the housing P, around the sprocketwheel Y, and "thence around a smaller sprocket-wheel A, fast-on a shaft B, suitably journaled upon the framework of the machine. This shaft 13' has loose upon. it, as seen in Fig. 15, fourinternal clutch-pinions C, D, E, and 1?. Parallel to and adjacent to the shaft B is the motorshaft G, ip this instance shown as having a drivingcra 2-1; H and two fly-wheels I, though Within the housing P and fast pinion C.

senses a the motor mechanism "that drives the Shaft meshing with an idle pinion K, jonrnaled in a suitable bracket and meshing with the is a'small pinion L, constantly'meshing with the clutch-pinionD. Likewise fast upon the friction-clutch n.

shaft G is a pinion M, larger than the pinion L, constantly meshing with the pinion'of the frictionclutch E", which is smaller than the pinion of the friction-clutch D, and likewise fast upon the-shaft G is a pinion N, larger than the pinion M, andconstantly meshing with the pinionof the friction-clutch F, which is smaller than the pinion of the It will thus be observed thatthereis a'pair of friction-clutches C D the segments 0,

4c and a similar of friction-clutches E F other.

- otherwise fast upon the shaft adjacent to each other and an another pair lhe particular mechanism of these friction-clutches forms no part of my present invention, except as they arecoupled to the operating mechanism of the machine. .Within each clutch-rim is a pair of oppositely-set clutching-segments O, guided by rods u, passing through hubs '0, which are keyed or friction-rings. A pair of circumferentiallygrooved collars P are feathered by means of keys w upon the shaft B betweene ach pair of friction-rings, and each of these collars has a lateral extension, to which is pivoted a pair of toggle-arms a, extending to with which they engage. There is a lever Q fnlcrumed at b, witha fork-engaging the circumferential groove of the collar P between the friction-disks CD, lever B fnlcrumed at c, with a fork engaging the circumferential grooveof the collar P between the clutch-disks E F. When the lever R is in the position-shown .in Fig. 15, the pinion F is clutched to the shaft B, and the vehicle thereby'receives its highest speed from the motor-shaft G. When the lever R is shifted to n'nclutch the rim F and to clutch the rim E, the vehicle receives its next. highest speed from the motor-shaft. When the lever B is in the position of the lever Q or at right angles to the shaft B, all of the clutches are disengaged and the vehicle comes to a stop, although the motor may be running. throw the clutch into engagement with the rim D,th'e vehicle receives its lowest rate of speed, and when the lever Q is shifted to throw the clutch into engagement with the rim Clthe vehicle is reversed or travels backward by reason of the intermediate pinion K, Fig. 18.

The manner of connecting the-lower ends of the toggle-arms ato their base plate b is by forming trunnions on their lower ends and passing the saline through slots i'n the-plates b and then giving them a half-turn, as seen in Fig. 19. i

Referring now to Figs. 21 to 26, inclusive,

Likewise fast upon the shaft Gv adjacent to each' B Within the When the lever Q is shifted to I will proceed to describe the mechanism for operating the clutches, as well as the mechanism for regulating the extent-of the motive power'employed. For this purpose lemploy a single operating-handle composed of a ver-.

tical tubular shaft B stepped by a balland their margins on the upper surfacevare provided with perforations j to receive pins 9 on the under side of a sliding block h on the shaft B and normally held down to lock the shaft B to the plate D by a coiled spring 7?. Beneath the plate D and surrounding the shaft B are two'links E F the former of which, as seen in Fig. 25, is connected by a link H with the lever B, while the latter is connected by a link G2 with the lever Q, the arrangement being such that when the shaft B stands vertical and in the convergence of the slots (1 and e the links H hold the le vers Q R at right angles to the shaft B and all of the clutches are out of engagement. Upon shifting the lever or shaft B to the right in the slot (1 the link E would be drawn to the right and, acting through the lever H would shift the lever B, so as to reverse the machine, as before described and so in like manner by shifting the lever i3 in the proper 'direction in either of the slots D E the proper clutch would be engaged to increase Passor diminishthe speed of the vehicle. ing down through the shaft B is a stem 9 having on its upper end a turning handle or button h, while the lower end of said stem is threaded through a block 6 at the lower end of the shaft 13*, having fingers 7'* extending through slots in the shaft B and bearing upon a collar k surrounding the shaft and formiug part of a lever fulcrnmed at Z and connected bya link in with an index nQand reguor diminishingthe extent of power from whatever source derived to. the motor that drives the vehicle.

As will be seen from Fig. 1, I provide a spring chain-tightener which may be fastened in any suitable manner to the perch, so as to be adjustable." The object of this device is to provide means for taking up any slack in the chain caused by wear or by the vibration of the carriage. I

Asa further means of strengthening the construction I provide-a brace L (seen in Fig. 1,) which extends from the gear-casing Pforward and upward to the perch L, thereby stiffening the perch and preventing the gearcasing from turning in either direction. forward end of the brace L is coupled to the perch by having a bolt passed up through it and having on its upper end a clampingplate which serves to clamp both the brace and the chain-tightener.

The diameter of the I shaftjnst fits the width of these slots, and,

lating mechanism (not shown) for increasing The Having thus fully described my invention, I claim- '1. In horselcss-carriage construction of the character described, the combination with a front axle composed of an arched piece and a straight piece below said arched piece and a bearing for the perch in the center of said axle and having at each end antifrictionbearings for carrying stub-axles with bellcranks attached thereto, of a steering-rod attached to the said bell-cranks having a pair of springs thereon on either side of a looped steering lever to form a yielding connection between said rod and said lever, substan tially as described. I

2. In horselesscarriage construction, the combination'with a front axle composed of a hollow arched piece and a hollow straight piece connected at their middle by a block having a central transverse opening forming a bearing for the perch allowing free move ment of the axle vertically to allow the Wheels to pass over obstructions, of a yoke or saddle for the forward spring composed of a'pai'r of plates so bent as to form a rest for the spring and to pass over the central block and hinge upon it soas to allow it to swing with the bed, of a pair of vertical bearings at either end of said axle composed of a casing having a cup-shaped opening inthe top and bottom thereof, and a stub-axle having an. upward extension passing through the vertical bearmg and carrying apair of hemispheres within the cup-shaped openings in said bearing and a pair of steel cups interposed between said members with means for taking up wear, a steering-rod attached to rearward extensions on said stub-axle and having yielding connection with a steering-lever, substantially as described.

3. In a vehicle'of the character described, the combination with a motor-shaft carrying thereon pinions meshing with pinions on the periphery of friction-disks loosely mounted on a counter-shaft carrying a sprocket-wheel centrally arranged, of lever mechanism so constructed that no twoo'f the clutches may be thrown into connection at the same time,

of a differential gear composed of a sprocketwheel carryinga seriesof miter-wheels meshmg with miter-wheelsfajst on the ends of the rear axle, substantially as described.

4. In a vehicle of the character described, il ecombination with a motor-shaft carrying pinions' meshing with pinions on the periphcry of frictiondisks loosely-mounted .ona counter-shaft having the other members of the friction-clutches fast-thereon with means for throwing the clutches into or out of connection with the friction-disks, and means whereby no two of the clutches may be thrown into gear at the same time consisting oflever mechanism consisting of a pair of slotted arms set atright angles to each other and having an operating-lever passed through them at the point of bisection in such manner that when the lever is moved forward or backward it will affect onlyone of the slotted arms te throw in or out of connection one of a pair of the clutches and when the said operating-lever is moved to eitherside it will throw in or out one of another pair of friction-clutches and means for locking the operating-lever in any of its positions for holding the clutches in gear, of a sprocket-wheel fast on the countershaft and connected to adifierential gear.

mounted on the'rear axle of the vehicle consisting of a sprocket-wheel driven by the before-mentioned sprocket-wheel and carrying a set of miter-wheels meshing constantly with a pair of miter-wheels fasten the ends of the rear axles so as to a? ow one rear wheel oi the vehicle to turn faster than the other in tnrning'a-curve, of the couplingpole connecting the front and rear axles and split toward the rear. to allow the driving-chain to pass therethrough, of a chain-tightening wheel mounted'on a spring adjustably mounted on the coupling-pole, and abrace extending from the lower part of the dilfe'rential casing forward and upward to the coupling-pole and connected thereto by the same bolt that holds the adjustable chain-tightener for the purpose of preventing any rotary movement of the dif- -ferential-gear case and for stiffening the construction of vthe vehicle, of a pair of braces extending from the vertical bearing of the I front axle rearward and connected to the coupling-pole by a rocking member so as to provide for the rise and fall of the front axle in passing over an obstruction and to prevent lateral-movement of the said front axle, and

another pair of braces extending from the onterends of the rear axle forward to the coupling-pole to prevent lateral movement of the rear axle, substantially as described;

5. In a vehicle of the character described, the combination with the rear axle composw of a pair of stub'axles splined into each other carrying on their inner ends miter-wheels fast thereon and contained in a pipe fast within the 'difierential-gear case at the middle and fast to the outer bearings, of a pair of outer bearings to which the rear brace-rods are connected and having recesses at the top and bottom thereof to receive the springs of the vehicle and the brace-rods respectively, and the springs and brace-rods connected to the said outer bearings by having clips slipped over both ,of the said springs and brace-rods and having clipties to secure the same in place, substantially as described.

EMMET P. GRAY. Witnesses:

WM. J. Pncx,

GERTRUDE E. PHILLIPS. 

